Vehicle body and vehicle

ABSTRACT

Provided are a vehicle body and a vehicle. The vehicle body includes: two A pillars; a front impact beam; two front longitudinal beams having front ends connected to the front impact beam, and each of the front longitudinal beams being connected to the A-pillar at the same side therewith by means of a plurality of force transmission paths; a dash panel having lower portion provided with a dash centre aisle and connected to the two A-pillars; an dash upper cross member provided at an upper portion of the dash panel; a dash lower vertical member having an upper end connected to the dash upper cross member and a lower end extending to the dash centre aisle; and two front floor longitudinal beams.

FIELD

The disclosure relates to a field of vehicle technology, andparticularly to a vehicle body and a vehicle having the vehicle body.

BACKGROUND

With continuous development of society, people pay more attention tovehicle crash safety. Firewalls are strengthened in more and morevehicles, and longitudinal beams are designed with energy absorption andcollapsing structures to improve the safety performance of vehicles.Although a dash intrusive amount may be reduced after a crash to acertain extent, the increase to surviving space is limited, and it isstill unable to resolve and transmit an applied force effectively, whichdoes not fundamentally solve the problem of single force transmissionpath and low force transmission efficiency.

SUMMARY

Based on the above, the present disclosure aims to provide a vehiclebody to solve the problem of single force transmission path and lowforce transmission efficiency.

To achieve the above objective, a technical scheme of the presentdisclosure is realized as follows.

A vehicle body includes: two A-pillars; a front impact beam; two frontlongitudinal beams having front ends connected to two ends of the frontimpact beam respectively, each of the front longitudinal beams beingconnected to the A column at same side therewith by means of a pluralityof force transmission paths; a dash panel connected to rear ends of thetwo front longitudinal beams, having a lower portion provided with adash centre aisle, and connected to the two A-pillars; a dash uppercross member arranged at an upper portion of the dash panel; a dashlower vertical member having an upper end connected to the dash uppercross member and a lower end extending to the dash centre aisle; and twofront floor longitudinal beams, each of the front floor longitudinalbeams having a front end connected to the rear end of the frontlongitudinal beam at same side therewith and having a linearconfiguration.

Furthermore, the vehicle body further includes two upper side beams,each of the upper side beams having a rear end connected to the A-pillarat same side therewith, and a plurality of connecting parts beingprovided between each of the upper side beams and the front longitudinalbeam at same side therewith to enable the front longitudinal beam to beconnected to the A-pillar by means of the plurality of forcetransmission paths.

Furthermore, the plurality of connecting parts include a first bracketextending in a left-right direction, having an inner end connected to anouter side of the front longitudinal beam, and adjacent to the front endof front longitudinal beam, and the upper side beam has a front lowerend connected to an outer end of the first bracket.

Furthermore, the first bracket includes a first bracket plate and asecond bracket plate, the first bracket plate is in a shape of U, andthe second bracket plate is fixed to an opening of the first bracketplate and seals the opening.

Furthermore, the plurality of connecting parts include a second bracketconnected between the upper side beam and the front longitudinal beam atsame side therewith, and connection between the second bracket and theupper side beam is arranged at an rear upper position relative toconnection between the first bracket and the upper side beam.

Furthermore, the second bracket includes a first connecting piece and asecond connecting piece, the first connecting piece extends in aleft-right direction and is connected between the upper side beam andthe second connecting piece, and the second connecting piece extends inan upper-lower direction and has a lower end connected to the frontlongitudinal beam.

Furthermore, the vehicle body further includes a front end closingstructure connected to the front longitudinal beam by means of thesecond connecting piece.

Furthermore, the first bracket, the second bracket, a portion of theupper side beam located between the first bracket and the secondbracket, and a portion of the front longitudinal beam located betweenthe first bracket and the second bracket form a three-dimensionalquadrangle.

Furthermore, the plurality of connecting parts further include a thirdbracket connected between the upper side beam and the front longitudinalbeam at same side, and connection between the third bracket and theupper side beam is arranged at a rear portion relative to connectionbetween the second bracket and the upper side beam.

Furthermore, the upper side beam includes an arc segment and a straightsegment, the arc segment is connected in front of the straight segment,the first bracket and second bracket are connected to the arc segment,the third bracket is connected to the straight segment, and the straightsegment is connected to the A-pillar in rear.

Furthermore, the vehicle body further includes: two rocker panels, eachof the rocker panel having a front end connected to the rear end of thefront longitudinal beam at same side therewith; and two rear floorlongitudinal beams, each of the rear floor longitudinal beams beingconnected to a rear end of the front floor longitudinal beam at sameside therewith and a rear end of the rocker panel to make the frontfloor longitudinal beam, the rocker panel, and the rear floorlongitudinal beam form a closed-loop force transmission structure.

Furthermore, the rear floor longitudinal beam includes a front segment,a middle segment, and a rear segment, the front segment is connected tothe rear end of the front floor longitudinal beam, the middle segment isconnected to the rear end of the rocker panel, and the rear segmentextends backwards from the middle segment to a rear subframe.

Furthermore, a width of the middle segment is larger than a width of thefront segment, and an outer wall of the middle segment abuts an innerwall of the rocker panel and is fixed to the inner wall of the rockerpanel.

Furthermore, the vehicle body further includes a floor centre aisle anda rear floor cross member, the floor centre aisle being connectedbetween the rear end of the front longitudinal beam and the rear floorcross member, the rear floor cross member being further connected to therear floor longitudinal beam to form a closed-loop force transmissionstructure with the floor centre aisle, the front floor longitudinalbeam, and the rear floor longitudinal beam.

Furthermore, the floor centre aisle is provided with a centre aisleforce transmission path extending along a front-rear direction.

Furthermore, the centre aisle force transmission path is a groove.

Furthermore, the lower end of the dash lower vertical member is weldedto the dash centre aisle.

Furthermore, when a vehicle is in frontal crash, an impact force on thefront impact beam is transmitted to the two front longitudinal beams inrear, each of the front longitudinal beams then transmits the impactforce to the dash panel, to the A-pillar at same side therewith by meansof the plurality of force transmission paths at the same side, and alsoto the front floor longitudinal beam at the same side, and the impactforce transmitted to the A-pillar is transmitted to the dash centreaisle by means of the dash upper cross member and the dash lowervertical member.

Furthermore, when a vehicle is in side crash, the A-pillar located at acrash side transmits an impact force to the other side by means of thedash upper cross member, and to the dash lower vertical member and thedash centre aisle by means of the dash upper cross member.

Furthermore, when a vehicle is in offset crash, the first brackettransmits an impact force to the front longitudinal beam to enable thefront longitudinal beam deforms towards an outer side of the vehicle.

Furthermore, when a vehicle is in frontal crash, an impact force on thefront impact beam is transmitted to the two front longitudinal beams inrear, each of the front longitudinal beams then transmits the impactforce to the dash panel, to the A-pillar at same side therewith by meansof the plurality of force transmission paths at the same side, and alsoto the front floor longitudinal beam at the same side, and the impactforce transmitted to the A-pillar is transmitted to the dash centreaisle by means of the dash upper cross member and the dash lowervertical member; and the impact force transmitted to the frontlongitudinal beam is also transmitted to the rear floor longitudinalbeam by means of the rocker panel at the same side.

Furthermore, when a vehicle is in frontal crash, an impact force on thefront impact beam is transmitted to the two front longitudinal beams inrear, each of the front longitudinal beams then transmits the impactforce to the dash panel, to the A-pillar at the same side therewith bymeans of the plurality of force transmission paths at the same side, andalso to the front floor longitudinal beam at the same side, the impactforce transmitted to the A-pillar is transmitted to the dash centreaisle by means of the dash upper cross member and the dash lowervertical member; and the impact force transmitted to the frontlongitudinal beam is also transmitted to the rear floor longitudinalbeam by means of the floor centre aisle and the rear floor cross memberat the same side.

Relative to the related art, the vehicle body according to the presentdisclosure has the following advantages.

The vehicle body according to the present disclosure is provided with aplurality of force transmission paths, the applied force can be absorbedand resolved quickly and efficiently, thereby effectively dispersing theimpact force that is transmitted backwards. Thus, the intrusive amountof the dash panel can be significantly reduced, which may avoid seriousdamage to the vehicle body and better ensure a sufficient survivingspace for the passenger compartment.

Another objective of the present disclosure is to provide a vehicle.

To achieve above objective, the technical scheme is realized as follows.

A vehicle includes the above vehicle body.

The advantages of the vehicle and those of the above vehicle body arethe same relative to the related art, which will not be describedherein.

BRIEF DESCRIPTION OF THE DRAWINGS

The accompanying drawings constituting as a part of the presentdisclosure are used to provide a further understanding of the presentdisclosure. The exemplary embodiments of the present disclosure andtheir explanations are used to explain the present disclosure, which donot constitute as improper limitation of the present disclosure. In thedrawings:

FIGS. 1-3 are partially schematic views of a vehicle body according toan embodiment of the present disclosure at different anglesrespectively;

FIG. 4 is a rear view of a dash panel of a vehicle body according to anembodiment of the present disclosure;

FIG. 5 is a view of the connection among a dash upper cross member, adash lower vertical member and a dash centre aisle;

FIG. 6 is a top view of the cooperation between a front longitudinalbeam and an upper side beam;

FIG. 7 is a sectional view along line A-A in FIG. 6;

FIG. 8 is a perspective view of the cooperation between the frontlongitudinal beam and the upper side beam;

FIG. 9 is a side view of the cooperation between the front longitudinalbeam and the upper side beam;

FIG. 10 is a partially top view of a vehicle body according to anembodiment of the present disclosure;

FIG. 11 is a sectional view along line B-B in FIG. 10;

FIG. 12 is a schematic view of the cooperation among a frontlongitudinal beam, a rocker panel and a front floor longitudinal beam;

FIG. 13 is a top view of a vehicle body according to an embodiment ofthe present disclosure;

FIG. 14 is an enlarged view of area C in FIG. 13;

FIG. 15 is a partially top view of a vehicle body according to anembodiment of the present disclosure;

FIG. 16 is a sectional view along line D-D in FIG. 15;

FIG. 17 is a perspective view of a front compartment of a vehicle bodyaccording to an embodiment of the present disclosure;

FIG. 18 is a partially schematic view of the cooperation between a dashpanel and a side wall;

FIG. 19 is a sectional view along line F-F in FIG. 18;

FIG. 20 is a schematic view of the cooperation among an upper side beam,an A-pillar and a rear wall;

FIG. 21 is a sectional view along line G-G in FIG. 20;

FIG. 22 is a top view of a floor in a vehicle body according to anembodiment of the present disclosure;

FIG. 23 is a perspective view of a vehicle body according to anembodiment of the present disclosure;

FIG. 24 is a schematic view of impact force transmission along a dashupper cross member, a dash lower vertical member, and a dash centreaisle when the vehicle is in side crash.

REFERENCE NUMERALS

vehicle body 10000;

A-pillar 100;

front impact beam 200; energy absorber 201;

front longitudinal beam 300;

dash panel 400; dash centre aisle 401; dash upper cross member 402; dashlower vertical member 403; dash middle cross member 404; dash lowerpanel 405; dash upper panel 406;

front floor longitudinal beam 500;

upper side beam 600; first bracket 601; first bracket plate 6011; secondbracket plate 6012;

second bracket 602; first connecting piece 6021; second connecting piece6022; third bracket 603; arc segment 604; straight segment 605;

front end closing structure 700;

rocker panel 800; front torsion box 801;

rear floor longitudinal beam 900; front segment 901; middle segment 902;rear segment 903;

floor centre aisle 1000; centre aisle force transmission path 1001;centre aisle connecting plate 1002;

rear floor cross member 1100;

wheelhouse 1200;

wheelhouse reinforcing member 1300; first part 1301; second part 1302;

side wall 1400; connecting piece 1500;

seat front cross member 1601; seat rear cross member 1602; seat frontconnecting plate 1603; outer connecting plate 1605; inner connectingplate 1606; reinforcing rib 1607; lapping edge 1608;

floor upper longitudinal beam 1700.

DETAILED DESCRIPTION

It should be noted that, in the case of non-contradiction, theembodiments of the present disclosure and the features of theembodiments may be combined with each other.

A vehicle body 10000 of embodiments of the present disclosure will bedescribed in detail as follows with reference to FIGS. 1-23 and incombination with the embodiments.

According to the embodiments of the present disclosure, a vehicle body10000 may include two A-pillars 100, a front impact beam 200, two frontlongitudinal beams 300, a dash panel 400, a dash upper cross member 402,a dash lower vertical member 403, and two front floor longitudinal beams500. Certainly, the vehicle body 10000 may also include othercomponents, such as an upper side beam 600, a rocker panel 800, and arear floor longitudinal beam 900, etc.

As illustrated in FIG. 1, front ends of the two front longitudinal beams300 are connected at two ends of the front impact beam 200 respectively.Specifically, energy absorbers 201 are arranged between the front endsof the two front longitudinal beams 300 and the two ends of the frontimpact beam 200. The energy absorbers 201 can absorb energy when thevehicle is in frontal crash, thereby reducing an impact force that istransmitted backwards and improving passenger's safety.

Each of the front longitudinal beams 300 is connected to the A-pillar100 at the same side therewith by means of a plurality of forcetransmission paths. The term “same side” herein means that the frontlongitudinal beam 300 at the left side is connected to the A-pillar 100at the left side, and the front longitudinal beam 300 at the right sideis connected to the A-pillar 100 at the right side. The forcetransmission path is a path along which the impact force is transmitted,which may be a physical component. It should be understood that by meansof arranging a plurality of force transmission paths, the forcetransmission paths increase, such that the applied force can be absorbedand resolved quickly and efficiently, thereby effectively dispersing theimpact force that is transmitted backwards. Thus, the intrusive amountof the dash panel 400 can be significantly reduced, which can avoidserious damage to the vehicle body 10000, thereby better ensuring asufficient surviving space for a passenger compartment. The specificlayout of the force transmission path is described in detail as follows.

Rear ends of the two front longitudinal beams 300 are connected on thedash panel 400, such that the impact force can be transmitted to thedash panel 400 by means of the front impact beam 200 and the frontlongitudinal beam 300 when the vehicle is in frontal crash. The dashpanel 400 is connected to two A-pillars 100. As illustrated in FIGS. 4and 5, the dash upper cross member 402 is arranged at an upper portionof the dash panel 400. The dash panel 400 herein includes a dash upperpanel 406 and a dash lower panel 405. The dash upper panel 406 isarranged above the dash lower panel 405. The dash upper panel 406 isconfigured as the upper portion of the dash panel 400, and the dashlower panel 405 is configured as a lower portion of the dash panel 400.The dash upper cross member 402 may be arranged at an upper end of thedash upper panel 406. It should be noted that the dash upper crossmember 402 is arranged on a rear surface of the dash upper panel 406.

As illustrated in FIGS. 5 and 24, the lower portion of the dash panel400 is provided with a dash centre aisle 401. An upper end of the dashlower vertical member 403 is connected to the dash upper cross member402, and a lower end of the dash lower vertical member 403 extends tothe dash centre aisle 401. Optionally, the lower end of the dash lowervertical member 403 may be welded to the dash centre aisle 401, suchthat the connection between the two is reliable and the forcetransmission efficiency is high. Thus, the impact force transmitted tothe dash upper cross member 402 can be transmitted to the dash centreaisle 401 by means of the dash lower vertical member 403. The dashcentre aisle 401 can be connected to a floor centre aisle 1000 on afloor, such that the impact force may be transmitted to the floor,thereby better dispersing the impact force, hence effectively reducing aload on the dash panel 400, and further effectively protectingpassenger.

When the vehicle is in frontal crash, the impact force on the frontimpact beam 200 is transmitted to the two front longitudinal beams 300in the rear thereof. Each of the front longitudinal beams 300 thentransmits the impact force to the dash panel 400, to the A-pillar 100 atthe same side therewith by means of a plurality of force transmissionpaths at the same side therewith, and also to the front floorlongitudinal beam 500 at the same side therewith. The impact forcetransmitted to the A-pillar 100 is transmitted to the dash centre aisle401 by means of the dash upper cross member 402 and the dash lowervertical member 403.

Specifically, as illustrated in FIG. 5, when the vehicle is in frontalcrash, the impact force is transmitted from two ends of the dash uppercross member 402 to a midpoint, and then to the dash lower verticalmember 403. The dash lower vertical member 403 can also transmit theimpact force to the dash centre aisle 401.

Certainly, when the vehicle is in side crash, the A-pillar arranged at acrash side transmits the impact force to the other side by means of thedash upper cross member 402, and to the dash lower vertical member 403and the dash centre aisle 401 by means of the dash upper cross member402.

For example, if a left side of the vehicle is crashed, as illustrated inFIG. 24, the impact force is transmitted from a left end of the dashupper cross member 402 to the right. The impact force transmitted to themidpoint of the dash upper cross member 402 has a portion transmittedcontinuously rightwards and another portion transmitted downwards bymeans of the dash lower vertical member 403 and the dash centre aisle401.

A front end of each of the front floor longitudinal beams 500 isconnected to a rear end of the front longitudinal beam 300 at the sameside therewith, such that the front longitudinal beam 300 can transmitthe impact force to the front floor longitudinal beam 500, therebyeffectively dispersing the impact force in a front-rear direction of thevehicle. Moreover, each of the front floor longitudinal beams 500 has alinear configuration, and the linear front floor longitudinal beam 500has high force transmission efficiency. The manufacturing process of thelinear front floor longitudinal beam 500 is easy, so as to reduce amanufacturing cost of the front floor longitudinal beam 500.

As illustrated in FIGS. 12 and 13, there may be two rocker panels 800,and a front end of each of the rocker panels 800 is connected to a rearend of the front longitudinal beam 300 at the same side therewith. Therocker panels 800 extend in the front-rear direction, such that thefront longitudinal beam 300 may also transmit the impact force to therocker panels 800, thereby effectively transmitting and resolving theimpact force, and improve a crash performance of the vehicle.

There are two rear floor longitudinal beams 900, and each of the rearfloor longitudinal beams 900 is connected to a rear end of the frontfloor longitudinal beam 500 at the same side therewith and a rear end ofthe rocker panel 800, such that the front floor longitudinal beam 500,the rocker panel 800 and the rear floor longitudinal beam 900 form aclosed-loop force transmission structure. Therefore, the impact forcetransmitted to the front longitudinal beam 300 can be dispersed andtransmitted by means of the front floor longitudinal beam 500 and therocker panel 800, and then the front floor longitudinal beam 500 and therocker panel 800 transmit the impact force to the rear floorlongitudinal beam 900. The rear floor longitudinal beam 900 can transmitthe impact force to a subframe, which can effectively enhance the forcetransmission effect and modality of a lower portion of the vehicle body10000, so as to improve passenger's safety. It should be noted that thearrangement of the closed-loop force transmission structure can not onlyimprove the force transmission effect, but also improve the structuralreliability of the vehicle body 10000.

As illustrated in FIG. 1-3, the vehicle body 10000 can also include twoupper side beams 600. A rear end of each of the upper side beams 600 isconnected to the A-pillar 100 at the same side therewith, and aplurality of connecting parts are provided between each of the upperside beams 600 and the front longitudinal beam 300 at the same sidetherewith, such that the front longitudinal beam 300 is connected to theA-pillar 100 by means of a plurality of force transmission paths.Therefore, it should be understood that the front longitudinal beam 300can be connected to the A-pillar 100 by means of the upper side beams600. There are a plurality of methods of connection between the frontlongitudinal beam 300 and the upper side beam 600, each of which isembodied by different connecting parts, such that a plurality of forcetransmission paths is arranged between the front longitudinal beam 300and the A-pillar 100. In other words, one connecting portion and theupper side beam 600 can form one force transmission path. In addition,the front longitudinal beam 300 can also be connected to the A-pillar bymeans of the dash panel 400, which also forms one force transmissionpath.

Hence, the upper side beam 600 can be fully utilized, and the upper sidebeam 600 can share the applied force on the front longitudinal beam 300.Moreover, by means of the plurality of connecting parts, the frontcompartment of the vehicle body 10000 can absorb and resolve the appliedforce efficiently and quickly, so as to significantly reduce theintrusive amount of the dash panel 400, thereby better ensuring thesufficient surviving space for the passenger compartment.

Specific layouts of a plurality of connecting parts are described indetail as follows.

The vehicle body 10000 includes a front longitudinal beam assembly whichincludes a front longitudinal beam 300, a first bracket 301, and anupper side beam 600.

According to an optional embodiment of the present disclosure, asillustrated in FIGS. 4-9, a plurality of connecting parts can includethe first bracket 601 extends in a left-right direction, and an innerend of the first bracket 601 is connected to an outer side of the frontlongitudinal beam 300. Moreover, the inner end of the first bracket 601is adjacent to a front end of front longitudinal beam 300, and a frontlower end of the upper side beam 600 is connected to an outer end of thefirst bracket 601. In other words, the first bracket 601 is connectedbetween the front longitudinal beam 300 and the front lower end of theupper side beam 600. Hence, when the vehicle is in frontal crash, thefront longitudinal beam 300 can transmit force to the A-pillar 100 bymeans of the first bracket 601 and the upper side beam 600, and then tothe floor and a side wall 1400, thus effectively dispersing the impactforce. Moreover, in the above process, the upper side beam 600 canabsorb and resolve the applied force. When the vehicle is in offsetcrash, the first bracket 601 contacts an obstacle and exerts the forceon the front longitudinal beam 300 towards an outside in a widthdirection of the vehicle, which can guide the front longitudinal beam300 to deform towards the outside in the width direction of the vehicle,thereby increasing the compression space of the engine compartment, andreducing the load on the dash panel 400. Moreover, the first bracket 601of the arrangement can help to transmit and resolve the applied force.

The upper side beam 600 can absorb energy effectively, transmit theimpact force to the A-pillar 100 and to the front longitudinal beam 300by means of the first bracket 601, thereby dispersing the applied forceeffectively and improving the crash performance of the vehicle.

The first bracket 601 can be welded to the front longitudinal beam 300and the upper side beam 600, the fixing method is simple and reliable,and the welding efficiency is high. The upper side beam 600 obliquelyextends upward from the front to the rear. The upper side beam 600 ofthe arrangement matches a shape of the vehicle body 10000 and cantransmit force better.

Optionally, the first bracket 601 has a closed cross section, and thefirst bracket 601 of the arrangement has better structural reliability.When the vehicle is in offset crash, the first bracket 601 can transmitthe applied force effectively, thereby improving the effect of theoffset crash. Specifically, as illustrated in FIG. 7, the first bracket601 includes a first bracket plate 6011 and a second bracket plate 6012.The first bracket plate 6011 is in the shape of U. The second bracketplate 6012 is fixed at an opening of the first bracket plate 6011 andseals the opening. Therefore, the first bracket 601 has a simplestructure and a low manufacturing cost. In addition, the first bracket601 can be formed as a closed structure in this way.

Optionally, as illustrated in FIG. 8, the first bracket plate 6011 andthe second bracket plate 6012 are provided with side flanges fixed tothe front longitudinal beam 300, respectively. The side flanges can bewelded to an outer side wall of the front longitudinal beam 300, suchthat the first bracket 601 is fixed to the front longitudinal beam 300reliably, which facilitates the transmission of the impact force whenthe offset crash occurs.

As illustrated in FIG. 8, the first bracket plate 6011 and the secondbracket plate 6012 are provided with side flanges fixed to the upperside beam 600 respectively. That is, the first bracket 601 is also fixedto the upper side beam 600 by means of the side flanges, such that thefirst bracket 601 and the upper side beam 600 are fixed reliably, whichfacilitates the transmission of the impact force when the offset crashoccurs.

Furthermore, as illustrated in FIGS. 13 and 21, a plurality ofconnecting parts can also include a second bracket 602 connected betweenthe upper side beam 600 and the front longitudinal beam 300 at the sameside therewith, and the connection between the second bracket 602 andthe upper side beam 600 is arranged at an rear upper position relativeto the connection between the first bracket 601 and the upper side beam600. That is, on the basis of the first bracket 601, the second bracket602 is also connected between the front longitudinal beam 300 and theupper side beam 600, and the second bracket 602 can also transmit theimpact force. Thus, when the vehicle is in frontal crash, the frontlongitudinal beam 300 can transmit the impact force to the A-pillar 100by means of the second bracket 602 and the upper side beam 600, therebytransmitting to the side wall 1400 and the floor in the rear by means ofthe A-pillar 100.

Specifically, as illustrated in FIG. 21, the second bracket 602 caninclude a first connecting piece 6021 and a second connecting piece6022. The first connecting piece 6021 extends along the left-rightdirection and is connected between the upper side beam 600 and thesecond connecting piece 6022. The second connecting piece 6022 extendsalong an upper-lower direction, and a lower end of the second connectingpiece 6022 is connected on the front longitudinal beam 300. The secondbracket 602 of the arrangement is simple in structure and can reasonablyconnect the front longitudinal beam 300 with the upper side beam 600,which can improve the force transmission efficiency.

As illustrated in FIG. 21, the first connecting piece 6021 can be arc inshape, and the second connecting piece 6022 has a plate structure with agroove and an open front end, such that the first connecting piece 6021can effectively connect the second connecting piece 6022 and the upperside beam 600 and reasonably, and adapts to the front compartment spaceof the vehicle body 10000. Moreover, the second connecting piece 6022 ofthe arrangement can facilitate the mounting of other components of thevehicle body 10000, thus improving the structural integrity of thevehicle body 10000 and further improving the structural reliability ofthe vehicle body 10000.

As illustrated in FIGS. 10 and 17, the vehicle body 10000 can alsoinclude a front end closing structure 700, which is connected on thefront longitudinal beam 300 by means of the second connecting piece6022. Due to the open front end of the second connecting piece 6022, thefront end closing structure 700 can be conveniently mounted, and themounting area of the front end closing structure 700 and the secondconnecting piece 6022 can be ensured, thereby further improving themounting reliability of the front end closing structure 700. The frontend closing structure 700 can integrally be rectangle in shape, and thefront end closing structure 700 can enable the front compartment of thevehicle body 10000 to bear uniform force, therefore improving the forcetransmission efficiency.

The first bracket 601, the second bracket 602, a portion of the upperside beam 600 located between the first bracket 601 and the secondbracket 602, and a portion of the front longitudinal beam 300 locatedbetween the first bracket 601 and the second bracket 602 form athree-dimensional quadrangle. The three-dimensional quadrangle is morestable and reliable, such that the structure of the front compartment ofthe vehicle body 10000 is more reliable and stable and the forcetransmission effect is better.

Furthermore, as illustrated in FIGS. 1 and 2, the plurality ofconnecting parts can include a third bracket 603, a third bracket 603,and the third bracket 603 is connected between the upper side beam 600and the front longitudinal beam 300. The connection between the thirdbracket 603 and the upper side beam 600 is located at rear of theconnection between the second bracket 602 and the upper side beam 600.That is, on the basis of the first bracket 601 and the second bracket602, the third bracket 603 is also connected between the frontlongitudinal beam 300 and the upper side beam 600, and the third bracket603 and the upper side beam 600 constitute one force transmission path.By means of the third bracket 603, the force transmission paths betweenthe front longitudinal beam 300 and the A-pillar 100 can be betterenriched, which enables the front compartment of the vehicle body 10000to bear uniform force with good force transmission efficiency and highforce transmission efficiency.

Optionally, as illustrated in FIGS. 1 and 2, the third bracket 603 canbe an integrally formed plate structure. Therefore, the third bracket603 has a simple and reliable structure and a low manufacturing cost.

Specifically, as illustrated in FIG. 2, the upper side beam 600 caninclude an arc segment 604 and a straight segment 605. The arc segment604 is connected in front of the straight segment 605. The first bracket601 and second bracket 602 are connected to the arc segment 604, and thethird bracket 603 is connected on the straight segment 605 which isconnected to the A-pillar 100 in rear. With an arc front segment 901 ofthe upper side beam 600, the force transmission is benefited, and theshape of which matches the front compartment of the vehicle body 10000much more. In addition, with a straight rear segment 903 of the thirdbracket 603, the force on the arc segment 604 can be easily transmittedto the A-pillar 100, thereby enhancing the force transmission effect.

It should to be noted that the upper side beam 600 can be composed bytwo structures at front and rear. A front structure is provided with thearc segment 604 and a portion of the straight segment 605. A rearstructure is integrally configured as the other portion of the straightsegment 605. Thus, the connection between the front structure and therear structure is reliable and smooth, so as to improve the structuralreliability of the upper side beam 600.

Optionally, the width of the upper side beam 600 increases along anextending direction from the front to the rear, such that the upper sidebeam 600 has a light weight, thereby meeting a lightweight designrequirement of the vehicle. Moreover, the connection between the rearend of the upper side beam 600 and the A-pillar 100 is more reliable.

Optionally, the projection of the upper side beam 600 on the horizontalplane is linear, and the upper side beam 600 leans inwards in adirection from the rear to the front. In other words, the upper sidebeam 600 leans outwards in a direction from the front to the rear, suchthat the structure of the upper side beam 600 is reliable. In case ofdeformation during a crash, the upper side beam 600 deforms towards theouter side of the vehicle body 10000, and the upper side beam 600 canalso guide the front longitudinal beam 300 to deform outwards by meansof the plurality of connecting parts, thus reducing the intrusive amounton the passenger compartment and providing safe surviving space forpassengers.

The vehicle body 10000 also includes a wheelhouse 1200. The layout formof the wheelhouse 1200 is described in detail with reference to thedrawings as follows.

As illustrated in FIGS. 1, 2 and 20, the wheelhouse 1200 is mountedabove a rear portion of the front longitudinal beam 300, and the dashpanel 400 is connected behind the wheelhouse 1200. In other words, thewheelhouse 1200 extends backwards and is connected to the dash panel400. The wheelhouse 1200 is provided with a wheelhouse reinforcingmember 1300. The wheelhouse reinforcing member 1300 is composed of afirst part 1301 and a second part 1302. The first part 1301 is a frontlower end of the wheelhouse reinforcing member 1300 which is connectedto the rear portion of the front longitudinal beam 300. For example, thefront lower end of the wheelhouse reinforcing member 1300 is welded tothe rear portion of the front longitudinal beam 300, and the second part1302 of the wheelhouse reinforcing member 1300 is integrally fixed onthe wheelhouse 1200. Thus, the wheelhouse reinforcing member 1300 caneffectively strengthen the wheelhouse 1200 and transmit the force. Forexample, the wheelhouse reinforcing member 1300 is capable oftransmitting the impact force on the front longitudinal beam 300 to thewheelhouse 1200, and the wheelhouse 1200 can further transmit the impactforce to the dash panel 400. The dash panel 400 can also furthertransmit the impact force to the side wall 1400 and the floor, thuseffectively resolving the applied force and improving the crashperformance of the vehicle.

As illustrated in FIGS. 18 and 19, the vehicle body 10000 can alsoinclude a connecting piece 1500 connected between the dash panel 400 andthe side wall 1400. Lower portions of the connecting piece 1500 arespaced by the dash panel 400 and correspond to front and rear portion ofthe wheelhouse reinforcing member 1300 in the left-right direction andin the upper-lower direction. Thus, the impact force transmitted to thewheelhouse reinforcing member 1300 can be transmitted to the side wall1400 by means of the dash panel 400 and the connecting piece 1500, whichfurther effectively resolves the applied force, thereby improving thecrash performance of the vehicle. In addition, with the arrangement ofthe connecting piece 1500, the rigidity and strength of the vehicle body10000 are improved, so as to restrain the deformation of the passengercompartment and ensure the surviving space for passengers.

The wheelhouse reinforcing member 1300 can be arranged on an outer sideof the wheelhouse 1200. Thus, it is convenient to make the wheelhousereinforcing member 1300 correspond to the connecting piece 1500, therebyimproving the structural reliability of the vehicle body 10000.

Optionally, as illustrated in FIG. 21, the second part 1302 of thewheelhouse reinforcing member 1300 extends to the connection between thewheelhouse 1200 and the dash panel 400. The wheelhouse reinforcingmember 1300 of the arrangement can effectively strengthen the wheelhouse1200 and can also effectively transmit the impact force when the vehicleis in frontal crash, which can improve the force transmission effect.

Optionally, as illustrated in FIG. 20, the wheelhouse reinforcing member1300 is arc in shape, and the arc wheelhouse reinforcing member 1300 canmatch the wheelhouse 1200 and windingly extend from the front to therear. In addition, the structure of the arc wheelhouse reinforcingmember 1300 is simple and reliable.

As illustrated in FIG. 18, a triangular closed-loop connecting structureis formed among the dash panel 400, the side wall 1400 and theconnecting piece 1500. Hence, the connection between the dash panel 400and the side wall 1400 is reliable, and the force can be transmitted bymeans of the connecting piece 1500. The arrangement of the triangularclosed-loop connecting structure can enrich the force transmission path,improve the force transmission effect, and further enhance the crashperformance of the vehicle.

Furthermore, as illustrated in FIG. 18, the upper portion of theconnecting piece 1500 can also be fixed to the dash upper cross member402. It should be understood that, in the upper-lower direction, theconnecting piece 1500 has an upper portion and a lower portion. Theupper portion is used to be connected to the dash upper cross member 402and the lower portion is used to be connected to the dash panel 400,which can further improve the reliability of the connection between theside wall 1400 and the dash panel 400 and can enrich the forcetransmission path, thereby improving the crash performance of thevehicle.

Specifically, the connecting piece 1500 is welded to the dash uppercross member 402 and the dash panel 400. The welded fixing can not onlyimprove the fixed reliability of connecting piece 1500, but also improvethe manufacturing efficiency of the vehicle body 10000.

As illustrated in FIGS. 16 and 17, the vehicle body 10000 also includesa dash middle cross member 404 arranged on a front surface of the dashpanel 400. Two ends of the dash middle cross member 404 are connected tothe rear ends of the two front longitudinal beams 300 respectively toform a closed-loop force transmission structure together with the frontimpact beam 200 and the two front longitudinal beams 300. Theclosed-loop force transmission structure is closed-loop in structure andcan transmit the force. For example, when the vehicle is in frontalcrash, the front impact beam 200 can transmit the impact force to thetwo front longitudinal beams 300 in the rear. Since both the rear endsof the two front longitudinal beams 300 are connected to the dash middlecross member 404, the impact force can be transmitted to the dash middlecross member 404. The dash middle cross member 404 of the arrangementcan effectively enrich the force transmission path and disperse theapplied force, thus restraining the deformation of passenger compartmentand providing surviving space for passengers.

It should be noted that the force transmission between the dash middlecross member 404 and the front longitudinal beam 300 does not conflictwith other force transmission paths. For example, the front longitudinalbeam 300 can still transmit the impact force to the front floorlongitudinal beam 500, the rocker panel 800 and other structures. Thearrangement of the dash middle cross member 404 can enhance thestructural strength of the vehicle body 10000 and enrich the forcetransmission path.

The dash upper panel 406 is also provided with a dash upper-panelreinforcing plate. The cross segments of the dash upper-panelreinforcing plate and the dash upper panel 406 are F in shape. The dashupper panel 406 is arranged above the dash middle cross member 404, andthe two ends of the dash upper panel 406 can be connected to damperbases at two sides respectively. Thus, the dash upper panel 406 caneffectively strengthen the structural strength of the dash panel 400 andenhance the integrity of the front compartment of the vehicle body10000, thereby further improving the structural reliability of thevehicle body 10000.

Optionally, as illustrated in FIGS. 1 and 19, two ends of the dashmiddle cross member 404 obliquely extend downwards to be connected tothe rear ends of the front longitudinal beams 300. The dash middle crossmember 404 can include a left segment, a middle segment and a rightsegment. The middle segment is connected between the left segment andthe right segment. The middle segment generally extends horizontally inthe left-right direction. The left segment obliquely extends. The leftsegment has a left lower end connected to the rear end of the frontlongitudinal beam 300 at the left side and a right upper end connectedto the middle segment. The right segment has a right lower end connectedto the rear end of the front longitudinal beam 300 at the right side anda left upper end connected to the middle segment. The dash middle crossmember 404 of the arrangement can reasonably strengthen the dash panel400 structure and be effectively connected to the front longitudinalbeams 300 at two sides.

Optionally, as illustrated in FIG. 1, the rear end of the frontlongitudinal beam 300 obliquely extends inwards to be connected to anend portion of the dash middle cross member 404. The front longitudinalbeam 300 of the arrangement can be effectively connected to the endportion of the dash middle cross member 404, and when the vehicle is infrontal crash, the front longitudinal beam 300 can deform outwards,thereby reducing the intrusive amount of the dash panel 400 andproviding surviving space for passengers.

Specifically, the rear portion of the front longitudinal beam 300curvedly extends upwards in the direction from the front to the rear,which can enhance the structural strength of the front longitudinal beam300 and guide the rear portion of the front longitudinal beam 300 todeform upwards when the vehicle is in frontal crash, thus reducing theintrusive amount of the dash panel 400.

Furthermore, the rear portion of the front longitudinal beam 300 extendsoutwards in the direction from the front to the rear. The rear portionof the front longitudinal beam 300 extending outwards can guide the rearportion of the front longitudinal beam 300 to deform outwards when thevehicle is in frontal crash, thus reducing the intrusive amount of thedash panel 400.

It should be noted that the portion extending upwards on the frontlongitudinal beam 300 and the portion extending outwards on the frontlongitudinal beam 300 can be the same portion herein.

Optionally, the width of the dash middle cross member 404 reducesgradually from the midpoint to the two sides thereof. Thus, the strengthof the dash middle cross member 404 is distributed appropriately in theleft-right direction in general, which can improve the structuralreliability of the dash middle cross member 404.

The layout form of the seat crossbeam of the vehicle body 10000 isdescribed in detail as follows in combination with FIGS. 15 and 22.

As illustrated in FIG. 22, the vehicle body 10000 can include a floor,and the floor can include two seat front cross members 1601, two seatrear cross members 1602, a seat front connecting plate 1603, a seat rearconnecting plate, two rocker panels 800, two outer connecting plates1605, and two inner connecting plates 1606. The two seat front crossmembers 1601 are spaced apart in the left-right direction, and the twoseat front cross members 1601 are connected to each other by means ofthe seat front connecting plate 1603. Outer ends of the two seat frontcross members 1601 are connected on the two rocker panels 800. The twoseat rear cross members 1602 are spaced apart in the left-rightdirection. An outer end of each of the seat rear cross members 1602 isconnected on the rocker panel 800 by means of the outer connecting plate1605, and an inner end of each of the seat rear cross members 1602 isconnected on the seat rear connecting plate by means of the innerconnecting plate 1606. The two outer connecting plates 1605 and the twoinner connecting plates 1606 are provided with seat mounting pointsrespectively. Thus, a coherent structure can be formed among the seatfront cross members 1601, the seat rear cross members 1602, and the tworocker panels 800, which can ensure the mounting function and mountingstrength of the front seat, thereby improving the torsion resistance andrigidity of the front floor and improving the side crash performance ofthe vehicle.

Optionally, top walls of the two seat front cross members 1601 and thetwo seat rear cross members 1602 are provided with reinforcing ribs 1607respectively, and the reinforcing ribs extend along the left-rightdirection. The reinforcing ribs 1607 can effectively enhance thestructural strength of the corresponding seat front cross members 1601and the seat rear cross members 1602, such that the seat front crossmembers 1601 and the seat rear cross members 1602 cannot protrudeupwards when the vehicle is in side crash, thus reducing the intrusiveamount into the passenger compartment and improving passenger safety.Specifically, the reinforcing ribs 1607 can be concave ribs or convexribs. The structure of the concave ribs or the convex ribs is simple,thus reducing the manufacturing difficulty of the seat front crossmembers 1601 and the seat rear cross members 1602, and then reducing themanufacturing difficulty of the vehicle body 10000.

Optionally, the height of the seat front cross member 1601 is higherthan that of the seat rear cross member 1602. Since the seat mountingpoints are arranged on the outer connecting plate 1605 and the innerconnecting plate 1606, it is unnecessary to set the same height for theseat rear cross member 1602 and the seat front cross member 1601. Thus,the height of the seat rear cross member 1602 is lower, thereby reducingthe weight of the seat rear cross member 1602 and further reducing theweight of the vehicle body 10000. In addition, the ½ height of the seatfront cross member 1601 can be higher than the height of the seat rearcross member 1602. The seat rear cross member 1602 of the arrangementcan not only facilitate the mounting of the outer connecting plate 1605and the inner connecting plate 1606, but also better reduce the weightof the vehicle body 10000.

Specifically, the outer connecting plate 1605 and the inner connectingplate 1606 are reversed-U in shape, and lower edges of the outerconnecting plate 1605 and the inner connecting plate 1606 are fixed on aside wall of the seat rear cross member 1602. The fixation can beachieved by welding, such that the outer connecting plate 1605 and theinner connecting plate 1606 are simple in structure, and the outerconnecting plate 1605 and the inner connecting plate 1606 are reliablyfixed to the seat rear cross member 1602.

Optionally, as illustrated in FIG. 22, the outer connecting plate 1605can include a lapping edge 1608 lapped on a top wall of the rocker panel800. The lapping edge 1608 can increase the contact area between theouter connecting plate 1605 and the rocker panel 800, which can furtherimprove the connection reliability between the outer connecting plate1605 and the rocker panel 800.

Optionally, the inner connecting plate 1606 can include a side flangelapped on a side wall of the seat rear connecting plate. The side flangecan also increase the contact area, which can make the fixation betweenthe inner connecting plate 1606 and the seat rear connecting plate morereliable.

A floor upper longitudinal beam 1700 of the vehicle body 10000 isdescribed in detail with reference to FIG. 22 as follows.

The vehicle body 10000 can include the floor upper longitudinal beam1700 arranged above the floor, and the dash lower panel 405 is connectedto the front of the floor. The floor upper longitudinal beam 1700obliquely extends on the dash lower panel 405 and the floor. Atraditional floor upper longitudinal beam only extends on the floor,while the floor upper longitudinal beam 1700 of the present disclosureextends forwards to the floor, thereby effectively improving reliabilityof the connection between the floor and the dash lower panel 405.Moreover, the floor upper longitudinal beam 1700 can also transmit theforce, so as to effectively resolve the applied force and improve thecrash performance of the vehicle. As illustrated in FIG. 11, the floorupper longitudinal beam 1700 is arranged opposite to the rear end of thefront longitudinal beam 300 in the front-rear direction and spaced apartfrom the front longitudinal beam 300 by the dash lower panel 405.

Specifically, as illustrated in FIGS. 15 and 21, the floor upperlongitudinal beam 1700 obliquely extends from the inside to the outsidealong the direction from the front to the rear. The floor upperlongitudinal beam 1700 can effectively restrain deformation of the floorwhen the vehicle is in frontal crash and in side crash, therebyimproving the crash performance of the vehicle. Moreover, the floorupper longitudinal beam 1700 of the arrangement can facilitate theconnection with the components in front of it.

Optionally, a rear side of the dash lower panel 405 is provided with adash lower panel reinforcing rib extending in the left-right direction.There are two floor upper longitudinal beams 1700. The dash lower panelreinforcing rib is connected to two upper longitudinal beams 1700, andrear ends of the two floor upper longitudinal beams 1700 are connectedto the seat front cross members 1601 at two sides respectively.Therefore, a closed-loop structure for force transmission is formed bythe dash lower panel reinforcing rib, two floor upper longitudinal beams1700, two seat front crossbeams 1601 and the seat front connecting plate1603. Thus, when the vehicle is in frontal crash, the impact force canbe transmitted from the dash lower panel reinforcing rib on the dashpanel 400 to the seat front cross members 1601 by means of the floorupper longitudinal beams 1700, such that the applied force can beeffectively resolved, and the force transmission effect can be improved,thereby further improving the crash performance of the vehicle.

The seat front cross members 1601 are also connected to the floor centreaisle 1000. Specifically, the seat front connecting plate 1603 isarranged below the floor centre aisle 1000, and the seat frontconnecting plates 1603 are connected between the two seat front crossmembers 1601.

The front side of the dash lower panel 405 is provided with the dashmiddle cross member 404, and the dash middle cross member 404corresponds to the dash lower panel reinforcing rib in the front-reardirection. Moreover, the dash middle cross member 404 and the dash lowerpanel reinforcing rib at least partly overlap in the left-rightdirection and in the upper-lower direction. Therefore, the arrangementof the dash middle cross member 404 and the dash lower panel reinforcingrib can effectively strengthen the structural strength of the dash panel400, thereby restraining the intrusive amount of the dash panel 400 andproviding the surviving space for passengers. In addition, when theimpact force is transmitted, the impact force transmitted to the dashmiddle cross member 404 can be transmitted to the dash lower panelreinforcing rib and the floor upper longitudinal beams 1700, which caneffectively enrich the force transmission path and improve the crashperformance of the vehicle.

Optionally, as illustrated in FIG. 15, the floor upper longitudinalbeams 1700 are linear. The linear floor upper longitudinal beams 1700are simple and reliable in structure and easy to manufacture.

The layout form of the rear floor longitudinal beam 900 is described indetail as follows.

As illustrated in FIGS. 13 and 14, the rear floor longitudinal beam 900includes a front segment 901, a middle segment 902, and a rear segment903. The front segment 901 is connected to the rear end of the frontfloor longitudinal beam 500. The middle segment 902 is connected to therear end of rocker panel 800, and the rear segment 903 extends backwardsfrom the middle segment 902 to a rear subframe. Thus, the rear floorlongitudinal beam 900 can effectively connect the rocker panel 800 withthe front floor longitudinal beam 500, and the rear floor longitudinalbeam 900 can also be connected to the subframe, such that the rear floorlongitudinal beam 900 can transmit the impact force transmitted from therocker panel 800 and the front floor longitudinal beam 500 to thesubframe, which can effectively transmit the impact force and improvethe crash performance of the vehicle.

Specifically, as illustrated in FIG. 14, a width of the middle segment902 is larger than that of the front segment 901, and an outer wall ofthe middle segment 902 abuts an inner wall of the rocker panel 800 andis fixed thereto. Thus, a portion of the middle segment 902 can extendoutwards, such that the middle segment 902 can be connected to the rearend of the rocker panel 800 on the outer side, thus enabling the rearfloor longitudinal beam 900 and the rocker panel 800 to be fixedreliably.

As illustrated in FIG. 13, the vehicle body 10000 can also include thefloor centre aisle 1000 and a rear floor cross member 1100, and thefloor centre aisle 1000 is connected between the rear end of the frontlongitudinal beam 300 and the rear floor cross member 1100. The rearfloor cross member 1100 is also connected to the rear floor longitudinalbeams 900 to form a closed-loop force transmission structure with thefloor centre aisle 1000, the front floor longitudinal beams 500 and therear floor longitudinal beams 900. Therefore, it should be understoodthat, the front longitudinal beam 300 can not only transmit the impactforce to the rocker panel 800 and the front floor longitudinal beam 500,but also transmit the impact force to the floor centre aisle 1000. Thefloor centre aisle 1000 can transmit the impact force to the rear floorlongitudinal beams 900 by means of the rear floor cross member 1100,which can enrich the transmission path of floor impact force better, soas to effectively disperse the impact force and improve the crashperformance of the vehicle.

Specifically, a centre aisle force transmission path 1001 extendingalong the front-rear direction is formed on the floor centre aisle 1000.The centre aisle force transmission path 1001 enables the impact forceto be transmitted directly in the front-rear direction, thereby furtherimproving the force transmission effect of the floor centre aisle 1000,so as to improve the force transmission efficiency. For example, thecentre aisle force transmission path 1001 can be a groove. The centreaisle force transmission path 1001 of the arrangement is reliable fortransmitting force and simple.

It should be noted that, one centre aisle force transmission path 1001is arranged on each of a left side and a right side of the floor centreaisle 1000. The centre aisle force transmission path 1001 at the leftside corresponds to the front floor longitudinal beam 500 at the leftside, and the centre aisle force transmission path 1001 at the rightside corresponds to the front floor longitudinal beam 500 at the rightside.

As illustrated in FIG. 12, the vehicle body 10000 can also include acentre aisle connecting plate 1002 connected between the front floorlongitudinal beam 500 and the floor centre aisle 1000. The centre aisleconnecting plate 1002, the rear portion of the front longitudinal beam300, and the front floor longitudinal beam 500 form a Y-shaped forcetransmission structure. Thus, the force transmission efficiency is highand the force transmission is dispersed, such that the crash performanceof the vehicle can be improved.

Furthermore, a front torsion box 801 is connected between the rockerpanel 800 and the rear portion of the front longitudinal beam 300, andthe centre aisle connecting plate 1002 is connected between the floorcentre aisle 1000 and the rear portion of the front longitudinal beam300. The front torsion box 801, the front floor longitudinal beam 500,and the centre aisle connecting plate 1002 form a trifurcated structure.Thus, the front longitudinal beam 300 can transmit force backwards inthree directions, which can improve the force transmission effect andthe crash performance of the vehicle.

The transmission process of the impact force is described in detail inthe following, when the vehicle body 10000 according to embodiments ofthe present disclosure is in frontal crash, taking the vehicle body10000 illustrated in FIG. 23 as an example

Firstly, the specific structure of the vehicle body 10000 illustrated inFIG. 23 is described. The vehicle body 10000 includes a front impactbeam 200, a energy absorber 201, a front longitudinal beam 300, a frontend closing structure 700, an upper side beam 600, a plurality ofconnecting parts, an A-pillar 100, a side wall 1400, a dash panel 400, adash middle cross member 404, a wheelhouse 1200, a wheelhousereinforcing member 1300, a connecting piece 1500, an dash upper crossmember 402, a dash lower vertical member 403, a dash centre aisle 401, adash lower panel reinforcing rib, a floor, a floor centre aisle 1000, acentre aisle connecting plate 1002, a front torsion box 801, a floorupper longitudinal beam 1700, a rocker panel 800, a front floorlongitudinal beam 500, a rear floor longitudinal beam 900, a rear floorcross member 1100, a subframe, a seat front cross member 1601, a seatrear cross member 1602, and other components. The number of the abovecomponents is no longer described and those skilled in the art canclearly confirm the number according to the above context and thedrawings. For example, two front longitudinal beams 300 aresymmetrically arranged at the left and the right, and two upper sidebeams 600 are symmetrically arranged at the left and the right.

When the vehicle is in frontal crash, the impact force generated duringthe crash is directly transmitted to the front impact beam 200. Theenergy absorbers 201 at both sides of the front impact beam 200 absorbthe energy and then transmit the impact force to the front longitudinalbeams 300 at the rear. Each front impact beam 200 has a plurality oftransmission paths to the A-pillar 100, and the A-pillar 100 isconnected to the dash panel 400 and the side wall 1400, such that theforce can be effectively solved.

The impact force transmitted backwards from the front longitudinal beam300 can also be roughly resolved into two directions, one is thedirection of the dash panel 400 and the side wall 1400, and the otherone is the direction of the floor.

Starting from the direction of the dash panel 400 and the side wall1400, the front longitudinal beam 300 can transmit a part of the impactforce to the upper side beam 600 by means of the first bracket 601, andthe upper side beam 600 can transmit the part of the impact force to theA-pillar 100, which can enrich the transmission path of the impactforce, reduce the load of the front longitudinal beam 300, and improvethe crash performance of the vehicle.

The front longitudinal beam 300 can transmit another part of the impactforce to the upper side beam 600 by means of the second bracket 602, andthe upper side beam 600 can transmit this part of the impact force tothe A-pillar 100, which can enrich the transmission path of the impactforce, reduce the load of the front longitudinal beam 300, and improvethe crash performance of the vehicle.

It should be noted that the second bracket 602 includes a firstconnecting piece 6021 and a second connecting piece 6022. The secondconnecting piece 6022 is used to connect the front end closing structure700, such that the front longitudinal beam 300 can transmit a part ofthe impact force to the second bracket 602 by means of the front endclosing structure 700, and the second bracket 602 transmits the impactforce again to the upper side beam 600. The front end closing structurecan make the impact force transmitted uniformly, thereby improving theforce transmission effect.

The front longitudinal beam 300 can also transmit another part of theimpact force to the upper side beam 600 by means of a third bracket 603,and the upper side beam 600 can transmit this part of the impact forceto the A-pillar 100, which can enrich the transmission path of theimpact force, reduce the load of the front longitudinal beam 300, andimprove the crash performance of the vehicle.

The first bracket 601, the second bracket 602, and the third bracket 603are a plurality of connecting parts of the vehicle body 10000. Theplurality of connecting parts of such arrangement can increase the forcetransmission path between the front longitudinal beam 300 and the upperside beam 600, which can better disperse the applied force. Moreover,there is no conflict among the force transmission processes by means ofthe first bracket 601, the second bracket 602, and the third bracket603, the force transmission processes can even complement each other.The first bracket 601, the second bracket 602, and the third bracket 603can dispersedly transmit the impact force on different positions of thefront longitudinal beam 300 to the upper side beam 600, thereby betterimproving the force transmission effect.

In addition, the wheelhouse 1200 is connected between a rear portion ofthe front longitudinal beam 300 and the dash panel 400, and thewheelhouse reinforcing member 1300 is mounted on the wheelhouse 1200. Afront lower portion of the wheelhouse reinforcing member 1300 isconnected on the rear portion of the front longitudinal beam 300 andthen integrally connected to the wheelhouse 1200, such that the frontlongitudinal beam 300 can also transmit a part of the impact force tothe wheelhouse reinforcing member 1300, and the wheelhouse reinforcingmember 1300 can transmit the impact force to the dash panel 400 by meansof the wheelhouse 1200. The dash panel 400 continues to transmitbackwards. Therefore, the wheelhouse reinforcing member 1300 caneffectively enrich the transmission path, effectively resolve the impactforce, and improve the crash performance of the vehicle.

A rear portion of the dash panel 400 corresponding to the wheelhousereinforcing member 1300 is provided with the connecting piece 1500. Theconnecting piece 1500 can effectively connect the dash panel 400 and theside wall 1400, and the connecting piece 1500 is also connected to thedash upper cross member 402. So after that the wheelhouse reinforcingmember 1300 transmits the impact force to the dash panel 400, the impactforce can be transmitted on the dash middle cross member 404 on the dashpanel 400 and also transmitted backwards to the side wall 1400 by meansof the connecting piece 1500, which can further disperse the impactforce, improve the force transmission efficiency, and improve the crashperformance of the vehicle.

Certainly, since a rear end of the upper side beam 600 is directlyconnected to the A-pillar 100, the impact force transmitted from theupper side beam 600 to the A-pillar 100 can be transmitted to the dashpanel 400 and the side wall 1400, such that the impact force can befurther dispersed and the force transmission effect can be improved.

The impact force transmitted to the dash panel 400 can be transmittedfrom both ends of the dash upper cross member 402 to the midpointthereof, and the impact force transmitted to the midpoint can betransmitted downwards by means of the dash lower vertical member 403.The dash centre aisle 401 is connected to the floor centre aisle 1000,such that the impact force on the dash panel 400 can be directlytransmitted to the floor. Other forms of force transmission between thedash panel 400 and the floor are described in detail later.

The impact force on the side wall 1400 can be directly transmittedbackwards. The impact force on the side wall 1400 can also betransmitted to the rocker panel 800, and the rocker panel 800 transmitsbackwards.

In addition, the rear end of the front longitudinal beam 300 isconnected to the dash panel 400, and rear ends of the two frontlongitudinal beams 300 are also connected to the dash middle crossmember 404 on the dash panel 400. The two front longitudinal beams 300,the front impact beam 200 and the dash middle cross member 404 form aclosed-loop force transmission structure. The front longitudinal beams300 can also transmit another part of the impact force to the dash panel400 and the dash middle cross member 404. The dash middle cross member404 can further resolve the impact force, thus reducing the intrusiveamount of the dash panel 400 and providing sufficient surviving spacefor passengers.

The dash middle cross member 404 is arranged on the front surface of thedash panel 400. Specifically, the dash middle cross member 404 isconnected to the dash lower panel 405, and the dash lower panel 405 isprovided with the dash lower panel reinforcing rib. The dash lower panelreinforcing rib and the dash middle cross member 404 are separated bythe dash lower panel 405 and partially overlap, such that the impactforce transmitted to the dash panel 400 can be transmitted by means ofthe dash lower panel reinforcing rib. The dash lower panel reinforcingrib can transmit the impact force to the floor upper longitudinal beam1700, and the floor upper longitudinal beam 1700 can further transmitthe impact force to the seat front cross member 1601. The seat frontcross member 1601 can transmit the impact force to both sides thereof,such that the seat front cross member 1601 can transmit a part of theimpact force to the rocker panel 800 at the outer side and transmitanother part of the impact force to the floor centre aisle 1000 at theinner side, which can effectively enrich the transmission path of theimpact force on the dash panel 400 and the floor, effectively dispersethe impact force and improve the crash performance of the vehicle.

It should be noted that the seat rear cross member 1602 is connectedbetween the floor centre aisle 1000 and the rocker panel 800. Thus, apart of force transmitted to the floor centre aisle 1000 and the rockerpanel 800 can also be transmitted backwards to the seat rear crossmember 1602, thereby further enriching the transmission path.

In summary, the number of the force transmission paths on the dash panel400 is generally five, the first path is the dash middle cross member404, the second path is the dash upper cross member 402, the dash lowervertical member 403, and the dash centre aisle 401, the third path isthe dash lower panel reinforcing rib and the floor upper longitudinalbeam 1700, the fourth path is the connecting piece 1500 and the sidewall 1400, and the fifth path is the A-pillar 100 and the side wall1400.

In the direction of the floor, the rear end of the front longitudinalbeam 300 is also connected to the rocker panel 800, the front floorlongitudinal beam 500, and the floor centre aisle 1000. As illustratedin FIG. 12, the rocker panel 800, the front floor longitudinal beam 500,and the floor centre aisle 1000 are arranged in a trifurcate structure.Specifically, a front torsion box 801 is arranged between the rockerpanel 800 and the rear end of the front longitudinal beam 300, and thecentre aisle connecting plate 1002 is arranged between the floor centreaisle 1000 and the rear end of the front longitudinal beam 300.

Thus, the impact force transmitted to the rear end of the frontlongitudinal beam 300 can be further transmitted in three directions, inone direction, the force is transmitted to the rocker panel 800, inanother one direction, the force is transmitted to the front floorlongitudinal beam 500, and in the last one direction, the force istransmitted to the floor centre aisle 1000. The rocker panel 800 and thefront floor longitudinal beam 500 can transmit the force backwards tothe rear floor longitudinal beam 900. The floor centre aisle 1000 isprovided with the centre aisle force transmission path 1001, and thecentre aisle force transmission path 1001 can transmit the force to therear floor longitudinal beam 900 by means of the rear floor longitudinalbeam 1100. The rear floor longitudinal beam 900 then transmits the forcebackwards to the subframe. The transmission path of the impact force onthe floor can be obviously enriched, thereby effectively resolving theapplied force and enhancing the impact force.

In summary, there are roughly four force transmission paths on thefloor, the first path is the front torsion box 801, the rocker panel800, and the rear floor longitudinal beam 900, the second path is thefront floor longitudinal beam 500, and the rear floor longitudinal beam900, the third path is the centre aisle connecting plate 1002, the rearfloor cross member 1100, and the rear floor longitudinal beam 900, andthe fourth path is the floor upper longitudinal beam 1700, the seatfront cross member 1601, the rocker panel 800, and the rear floorlongitudinal beam 900.

In summary, when the vehicle body 10000 of the present disclosure is invehicle frontal crash, the impact force can be transmitted from thefront impact beam 200 to the rear subframe, such that the forcetransmission path is long, the force transmission effect is good, moreforce transmission paths are provided, and the force resolving effect isbetter, thus the structure reliability of the vehicle body 10000 can beeffectively improved, and the crash performance of the vehicle can beimproved.

It should be noted that the above-mentioned contents are illustrated bytaking the vehicle in frontal crash as an example, but those skilled inthe art should be clearly informed of the transmission process in sidecrash according to the above-mentioned contents.

For example, when the vehicle is in side crash, the impact force can betransmitted to the A-pillar 100 by means of the side wall 1400, and theA-pillar 100 transmits the impact force to the front longitudinal beam300 by means of a plurality of force transmission paths. The A-pillar100 can also transmit the impact force to the dash panel 400, and thedash panel 400 transmits the force to the floor by means of a pluralityof force transmission paths.

For another example, when the vehicle is in side crash, the impact forcecan be transmitted forwards to the front longitudinal beam 300 by meansof the rocker panel 800, and the front longitudinal beam 300 cantransmit the force to the A-pillar 100 by means of a plurality of forcetransmission paths. The impact force can also be transmitted backwardsto the subframe by means of the rear floor longitudinal beam 900.

The above is only a preferable embodiment of the present disclosure,which is not construed to limit the present disclosure. Anymodification, equivalent replacement, improvement made within the spiritand principles of the present disclosure should be included in the scopeof protection of the present disclosure.

1-23. (canceled)
 24. A vehicle body, comprising: two A-pillars; a frontimpact beam; two front longitudinal beams having front ends connected totwo ends of the front impact beam respectively, each of the frontlongitudinal beams being connected to the A column at same sidetherewith by means of a plurality of force transmission paths; a dashpanel connected to rear ends of the two front longitudinal beams, havinga lower portion provided with a dash centre aisle, and connected to thetwo A-pillars; a dash upper cross member arranged at an upper portion ofthe dash panel; a dash lower vertical member having an upper endconnected to the dash upper cross member and a lower end extending tothe dash centre aisle; and two front floor longitudinal beams, each ofthe front floor longitudinal beams having a front end connected to therear end of the front longitudinal beam at same side therewith andhaving a linear configuration.
 25. The vehicle body according to claim24, further comprising two upper side beams, each of the upper sidebeams having a rear end connected to the A-pillar at same sidetherewith, and a plurality of connecting parts being provided betweeneach of the upper side beams and the front longitudinal beam at sameside therewith to enable the front longitudinal beam to be connected tothe A-pillar by means of the plurality of force transmission paths. 26.The vehicle body according to claim 25, wherein the plurality ofconnecting parts comprise a first bracket extending in a left-rightdirection, having an inner end connected to an outer side of the frontlongitudinal beam, and adjacent to the front end of front longitudinalbeam, and the upper side beam has a front lower end connected to anouter end of the first bracket.
 27. The vehicle body according to claim26, wherein the first bracket comprises a first bracket plate and asecond bracket plate, the first bracket plate is in a shape of U, andthe second bracket plate is fixed to an opening of the first bracketplate and seals the opening.
 28. The vehicle body according to claim 25,wherein the plurality of connecting parts comprise a second bracketconnected between the upper side beam and the front longitudinal beam atsame side therewith, and connection between the second bracket and theupper side beam is arranged at an rear upper position relative toconnection between the first bracket and the upper side beam.
 29. Thevehicle body according to claim 28, wherein the second bracket comprisesa first connecting piece and a second connecting piece, the firstconnecting piece extends in a left-right direction and is connectedbetween the upper side beam and the second connecting piece, and thesecond connecting piece extends in an upper-lower direction and has alower end connected to the front longitudinal beam.
 30. The vehicle bodyaccording to claim 29, further comprising a front end closing structureconnected to the front longitudinal beam by means of the secondconnecting piece.
 31. The vehicle body according to claim 28, whereinthe first bracket, the second bracket, a portion of the upper side beamlocated between the first bracket and the second bracket, and a portionof the front longitudinal beam located between the first bracket and thesecond bracket form a three-dimensional quadrangle.
 32. The vehicle bodyaccording to claim 28, wherein the plurality of connecting parts furthercomprise a third bracket connected between the upper side beam and thefront longitudinal beam at same side, and connection between the thirdbracket and the upper side beam is arranged at a rear portion relativeto connection between the second bracket and the upper side beam. 33.The vehicle body according to claim 32, wherein the upper side beamcomprises an arc segment and a straight segment, the arc segment isconnected in front of the straight segment, the first bracket and secondbracket are connected to the arc segment, the third bracket is connectedto the straight segment, and the straight segment is connected to theA-pillar in rear.
 34. The vehicle body according to claim 24, furthercomprising: two rocker panels, each of the rocker panel having a frontend connected to the rear end of the front longitudinal beam at sameside therewith; and two rear floor longitudinal beams, each of the rearfloor longitudinal beams being connected to a rear end of the frontfloor longitudinal beam at same side therewith and a rear end of therocker panel to make the front floor longitudinal beam, the rockerpanel, and the rear floor longitudinal beam form a closed-loop forcetransmission structure.
 35. The vehicle body according to claim 34,wherein the rear floor longitudinal beam comprises a front segment, amiddle segment, and a rear segment, the front segment is connected tothe rear end of the front floor longitudinal beam, the middle segment isconnected to the rear end of the rocker panel, the rear segment extendsbackwards from the middle segment to a rear subframe, and a width of themiddle segment is larger than a width of the front segment, and an outerwall of the middle segment abuts an inner wall of the rocker panel andis fixed to the inner wall of the rocker panel.
 36. The vehicle bodyaccording to claim 34, further comprising a floor centre aisle and arear floor cross member, the floor centre aisle being connected betweenthe rear end of the front longitudinal beam and the rear floor crossmember, the rear floor cross member being further connected to the rearfloor longitudinal beam to form a closed-loop force transmissionstructure with the floor centre aisle, the front floor longitudinalbeam, and the rear floor longitudinal beam.
 37. The vehicle bodyaccording to claim 36, wherein the floor centre aisle is provided with acentre aisle force transmission path extending along a front-reardirection, and the centre aisle force transmission path is a groove. 38.The vehicle body according to claim 24, wherein when a vehicle is infrontal crash, an impact force on the front impact beam is transmittedto the two front longitudinal beams in rear, each of the frontlongitudinal beams then transmits the impact force to the dash panel, tothe A-pillar at same side therewith by means of the plurality of forcetransmission paths at the same side, and also to the front floorlongitudinal beam at the same side, and the impact force transmitted tothe A-pillar is transmitted to the dash centre aisle by means of thedash upper cross member and the dash lower vertical member.
 39. Thevehicle body according to claim 24, wherein when a vehicle is in sidecrash, the A-pillar located at a crash side transmits an impact force tothe other side by means of the dash upper cross member, and to the dashlower vertical member and the dash centre aisle by means of the dashupper cross member.
 40. The vehicle body according to claim 34, whereinwhen a vehicle is in frontal crash, an impact force on the front impactbeam is transmitted to the two front longitudinal beams in rear, each ofthe front longitudinal beams then transmits the impact force to the dashpanel, to the A-pillar at same side therewith by means of the pluralityof force transmission paths at the same side, and also to the frontfloor longitudinal beam at the same side, and the impact forcetransmitted to the A-pillar is transmitted to the dash centre aisle bymeans of the dash upper cross member and the dash lower vertical member;and the impact force transmitted to the front longitudinal beam is alsotransmitted to the rear floor longitudinal beam by means of the rockerpanel at the same side.
 41. The vehicle body according to claim 36,wherein when a vehicle is in frontal crash, an impact force on the frontimpact beam is transmitted to the two front longitudinal beams in rear,each of the front longitudinal beams then transmits the impact force tothe dash panel, to the A-pillar at the same side therewith by means ofthe plurality of force transmission paths at the same side, and also tothe front floor longitudinal beam at the same side, the impact forcetransmitted to the A-pillar is transmitted to the dash centre aisle bymeans of the dash upper cross member and the dash lower vertical member;and the impact force transmitted to the front longitudinal beam is alsotransmitted to the rear floor longitudinal beam by means of the floorcentre aisle and the rear floor cross member at the same side.
 42. Avehicle, comprising a vehicle body comprising: two A-pillars; a frontimpact beam; two front longitudinal beams having front ends connected totwo ends of the front impact beam respectively, each of the frontlongitudinal beams being connected to the A column at same sidetherewith by means of a plurality of force transmission paths; a dashpanel connected to rear ends of the two front longitudinal beams, havinga lower portion provided with a dash centre aisle, and connected to thetwo A-pillars; and two upper side beams, each of the upper side beamshaving a rear end connected to the A-pillar at same side therewith,wherein a plurality of connecting parts is provided between each of theupper side beams and the front longitudinal beam at same side therewithand comprises a first bracket and a second bracket, connection betweenthe second bracket and the upper side beam is arranged at an rear upperposition relative to connection between the first bracket and the upperside beam, the second bracket comprises a first connecting piece and asecond connecting piece, the first connecting piece extends in aleft-right direction and is connected between the upper side beam andthe second connecting piece, and the second connecting piece extends inan upper-lower direction and has a lower end connected to the frontlongitudinal beam.
 43. A vehicle body, comprising: two A-pillars; afront impact beam; two front longitudinal beams having front endsconnected to two ends of the front impact beam respectively, each of thefront longitudinal beams being connected to the A column at same sidetherewith by means of a plurality of force transmission paths; a dashpanel connected to rear ends of the two front longitudinal beams, havinga lower portion provided with a dash centre aisle, and connected to thetwo A-pillars; and two upper side beams, each of the upper side beamshaving a rear end connected to the A-pillar at same side therewith,wherein a plurality of connecting parts is provided between each of theupper side beams and the front longitudinal beam at same side therewithand comprises a first bracket and a second bracket, connection betweenthe second bracket and the upper side beam is arranged at an rear upperposition relative to connection between the first bracket and the upperside beam, the first bracket, the second bracket , a portion of theupper side beam located between the first bracket and the secondbracket, and a portion of the front longitudinal beam located betweenthe first bracket and the second bracket form a three-dimensionalquadrangle.